CN101600872B - Method for determining a controlled variable for pressure control of a high-pressure accumulator in an injection system - Google Patents
Method for determining a controlled variable for pressure control of a high-pressure accumulator in an injection system Download PDFInfo
- Publication number
- CN101600872B CN101600872B CN2008800040035A CN200880004003A CN101600872B CN 101600872 B CN101600872 B CN 101600872B CN 2008800040035 A CN2008800040035 A CN 2008800040035A CN 200880004003 A CN200880004003 A CN 200880004003A CN 101600872 B CN101600872 B CN 101600872B
- Authority
- CN
- China
- Prior art keywords
- pressure
- pressure accumulator
- high pressure
- accumulator
- fuel quantity
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3836—Controlling the fuel pressure
- F02D41/3845—Controlling the fuel pressure by controlling the flow into the common rail, e.g. the amount of fuel pumped
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3836—Controlling the fuel pressure
- F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/38—Controlling fuel injection of the high pressure type
- F02D41/3809—Common rail control systems
- F02D41/3836—Controlling the fuel pressure
- F02D41/3863—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves
- F02D41/3872—Controlling the fuel pressure by controlling the flow out of the common rail, e.g. using pressure relief valves characterised by leakage flow in injectors
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/22—Safety or indicating devices for abnormal conditions
- F02D2041/224—Diagnosis of the fuel system
- F02D2041/225—Leakage detection
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Fuel-Injection Apparatus (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
The invention relates to a method for determining a controlled variable of pressure control of a high-pressure accumulator of an injection system. To this end, a setpoint pressure gradient value is determined in the high-pressure accumulator as a function of the maximum possible actual pressure gradient value.
Description
The present invention relates to a kind of pressure that is used for the high pressure accumulator (Hochdruckspeicher) of definite ejecting system and regulate the method for used regulated quantity (Regelgroesse).
The fuel injection system that is used for internal combustion engine operation is known at large for many years.In so-called common-rail injection system, to the supply of fuel of the corresponding firing chamber of internal-combustion engine through sparger (Injektor), especially realize through piezoelectric injector.At this, the quality of burning depends on high pressure accumulator pressure.In order to reach high as far as possible internal-combustion engine specific power and to realize low discharge of poisonous waste simultaneously, must regulate the pressure of high pressure accumulator.At this,, can reach 1600 to 1800bar jet pressure using high-pressure service pump and acute build up of pressure device when (being used for fuel).
The pressure of high pressure accumulator is adjusted in this and can realizes in a different manner.This form of implementation by ejecting system utilizes the volume adjustment valve (Volumenregelventil) on the low voltage side of pressure regulator valve and high-pressure service pump in the high-pressure area to realize or only realize through the volume adjustment valve on the low voltage side of high-pressure service pump with deciding.Below only inquire into second kind of situation, just, regulate by the pressure of volume adjustment valve.At this, the adjusting of high pressure accumulator pressure realizes through the adjusting of the volume flow in the area of low pressure of high-pressure service pump (Volumenstrom).This volume flow is regulated and had both been depended on system requirements (it is confirmed through the fuel quantity that is injected in the firing chamber), depends on the fuel quantity that leaves from sparger through switch leakage loss again.
At this, the pressure of high pressure accumulator is through confirming by pump institute supplied fuel amount with through spraying to get into the firing chamber and/or leak the fuel quantity that leaves through switch.
Therefore, the size of the actual pressure Grad of high pressure accumulator depend on by pump be transported to the fuel quantity in the high pressure accumulator and the fuel quantity that sprayed and/or leave from sparger through switch leakage loss between the fuel quantity difference.
If theoretical pressure Grad this moment (Solldruckgradientenwert) then can cause pressure divergence greater than actual pressure Grad possible for this operating point of internal-combustion engine in the high pressure accumulator, it can't be regulated through pressure and be cancelled.For example no longer transfer the fuel is in the high pressure accumulator when pump, and simultaneously the maximum possible fuel quantity leaks through switch and/or to the injection of firing chamber and when sparger leaves, and can occur that maximum pressure falls and maximum actual pressure Grad therefore occurs.If this moment, desired theoretical pressure Grad was greater than maximum possible actual pressure Grad, increase and the control characteristic of mistake that then can for example cause the integral part of PID regulator becomes thus and can not estimate (unkalkulierbar).
The objective of the invention is to, improve the pressure controlled quality in the high pressure accumulator.
The advantage of utilizing the present invention to obtain is that especially now, the height of theoretical pressure Grad depends on the actual pressure Grad.Prevented that thus comparing higher theoretical pressure Grad with the actual pressure Grad has therefore also improved the quality of regulating.
Further specify details of the present invention according to accompanying drawing, wherein:
Fig. 1 has shown the Block Diagram of the ejecting system that is used to regulate fuel quantity to be sprayed,
Fig. 2 has shown the pressure diagram (Druckverlauf) in the high pressure accumulator, and wherein, the theoretical pressure curve does not rely on the actual pressure curve,
Fig. 3 has shown the pressure diagram in the high pressure accumulator, and wherein, the theoretical pressure curve depends on the actual pressure curve.
Fig. 1 has shown the Block Diagram of the ejecting system that is used for the fuel metering emitted dose.At this; This ejecting system comprises fuel tank 1, low pressure pump 2 (it transfers out fuel from fuel tank), have volume flow modulating valve 3 to the return conduits (Rueckfuehrleitung) 5 of fuel tank 1, supply of fuel is given the high-pressure service pump 4 of high pressure accumulator 6; And the sparger 7,7 ' and 7 that is used for injecting fuel into the firing chamber of internal-combustion engine " (firing chamber is not shown in the drawings).
By means of low pressure pump 2, fuel is transferred out and is supplied to subsequently high-pressure service pump 4 from fuel tank 1.Then, high-pressure service pump 4 will offer high pressure accumulator 6 from the fuel that low pressure pump 2 is supplied.Can in high pressure accumulator 6, set up pressure at this until 1800bar.Through sparger 7,7 ' and 7 " can the fuel from high pressure accumulator 6 be ejected in the firing chamber.In order to regulate the pressure in the high pressure accumulator 6, between low pressure pump 2 and high-pressure service pump 4, be furnished with the volume flow modulating valve 3 that has to the return conduits 5 of fuel tank.Regulate the suction volume of high-pressure service pump 2 and confirm the pressure in the high pressure accumulator 6 thus by means of this volume flow modulating valve 3.
Fig. 2 has shown the pressure diagram in the high pressure accumulator, and wherein, the theoretical pressure curve does not rely on the actual pressure curve.At this, drawn the temporal pressure diagram p in the high pressure accumulator to theoretical pressure S and actual pressure I.
Up to time point t0, there is constant compression force p_h in the high pressure accumulator.In the time lag between t0 and t1, with the theoretical pressure curve S accordingly, the pressure in the high pressure accumulator should (for example) drop to force value p_s from force value p_h linearly.At this, the theoretical pressure Grad is constant and do not rely on the actual pressure Grad in the time lag between t0 and t1.Actual pressure curve I likewise arrives force value p_s as the ground decline of the same substantial linear of theoretical pressure S and at time point t2 from time point t0.
Because in this case the theoretical pressure gradient curve do not rely on actual pressure gradient curve and theoretical pressure Grad (since the theoretical pressure curve S compare with the actual pressure curve decline stronger and) bigger than maximum actual pressure Grad, so the control characteristic in the ejecting system becomes and can not estimate.This especially can find out at this, that is, the pressure of high pressure accumulator from time point t2 be lower than theoretical pressure p_s and repeatedly around theoretical pressure p_s fluctuation until to time point t3.From time point t3 just the fluctuation of actual pressure I takes place no longer and thitherto desired theoretical pressure p_s just is set.
Fig. 3 has shown the pressure diagram in the high pressure accumulator, and wherein, the actual pressure Grad depends on the theoretical pressure Grad.Drawn the temporal pressure diagram p in the high pressure accumulator at this to theoretical pressure S and actual pressure I.
From time point t0, the theoretical pressure curve arrives pressure p _ s from pressure p _ h decline when time point t1.In this case, the decline of theoretical pressure is non-linear and depends on the actual pressure Grad.
In a kind of first form of implementation, the theoretical pressure Grad obtains from characteristic stored family of curves of institute.At this, depend in the high pressure accumulator actual pressure and by pump be supplied to the fuel quantity of high pressure accumulator and the fuel quantity that leaks and leave to the injection of firing chamber owing to switch between difference, from characterisitic family, obtain the theoretical pressure Grad.
Be used for confirming that second form of implementation of theoretical pressure Grad does following the setting, that is, the fuel quantity that is supplied to the high pressure accumulator by pump multiplies each other with the difference and a factor (Faktor) between the fuel quantity that leaves owing to the switch leakage with to the injection of firing chamber.This factor is formed by the elastic mould value (Elastizitaetsmodulwert) of high pressure accumulator be divided by (Division) with total hydraulic volume of high-pressure area.At this, elastic mould value for example is stored in the characterisitic family and depends on actual pressure and the temperature in the high pressure accumulator.
Actual pressure curve I has shown that pressure p _ h reaches pressure theory value p_s from time point t0 decline and at time point t2 equally.Therefore can be greater than the actual pressure Grad because the theoretical pressure Grad depends on the actual pressure Grad at this moment and puts the theoretical pressure Grad at any time, be not lower than or exceed theoretical pressure p_s so actual pressure curve I behind time point t2, can not occur.
Claims (3)
1. the method for the pressure controlled regulated quantity of the high pressure accumulator of a common-rail injection system that is used for confirming internal-combustion engine; This ejecting system has the measuring unit of the pump that is used for fuel quantity is fed to said high pressure accumulator and the force value that is used to obtain said high pressure accumulator
It is characterized in that,
Depend in the said high pressure accumulator of being obtained force value and because switch leaks and the fuel quantity that leaves to the injection of said internal-combustion engine and from sparger and be transported to the difference between the fuel quantity the said high pressure accumulator by said pump, from characteristic stored family of curves of institute, obtain the theoretical pressure Grad.
2. the method for the pressure controlled regulated quantity of the high pressure accumulator of a common-rail injection system that is used for confirming internal-combustion engine; Said ejecting system has the measuring unit of the pump that is used for fuel quantity is fed to said high pressure accumulator and the force value that is used for obtaining said high pressure accumulator
It is characterized in that,
Through because switch leaks and follow multiplying each other of the factor to obtain the theoretical pressure Grad to the injection of said internal-combustion engine from sparger fuel quantity that leaves and the difference that is transported to by said pump between the fuel quantity the said high pressure accumulator.
3. method according to claim 2 is characterized in that, calculates the said factor by means of being divided by of hydraulic volume of the whole high-pressure area of the Young's modulus of the high pressure accumulator that relies on high pressure accumulator pressure and high pressure accumulator temperature and said ejecting system.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102007005685.2 | 2007-02-05 | ||
DE102007005685A DE102007005685B4 (en) | 2007-02-05 | 2007-02-05 | Method for determining a control variable for a pressure control of a high pressure accumulator in an injection system |
PCT/EP2008/050976 WO2008095815A1 (en) | 2007-02-05 | 2008-01-28 | Method for determining a controlled variable for pressure control of a high-pressure accumulator in an injection system |
Publications (2)
Publication Number | Publication Date |
---|---|
CN101600872A CN101600872A (en) | 2009-12-09 |
CN101600872B true CN101600872B (en) | 2012-12-12 |
Family
ID=39387291
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
CN2008800040035A Active CN101600872B (en) | 2007-02-05 | 2008-01-28 | Method for determining a controlled variable for pressure control of a high-pressure accumulator in an injection system |
Country Status (4)
Country | Link |
---|---|
US (1) | US8196564B2 (en) |
CN (1) | CN101600872B (en) |
DE (1) | DE102007005685B4 (en) |
WO (1) | WO2008095815A1 (en) |
Families Citing this family (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102007005685B4 (en) * | 2007-02-05 | 2009-04-23 | Continental Automotive Gmbh | Method for determining a control variable for a pressure control of a high pressure accumulator in an injection system |
DE102007053403B4 (en) * | 2007-11-09 | 2016-06-09 | Continental Automotive Gmbh | Method and device for determining a vibration-optimized setting of an injection device |
FI121319B (en) * | 2008-12-31 | 2010-09-30 | Waertsilae Finland Oy | Method and apparatus for controlling the pressure of an internal combustion engine CR system |
US20140163845A1 (en) * | 2012-12-12 | 2014-06-12 | GM Global Technology Operations LLC | Hydraulic accumulator fill estimation for controlling automatic engine stop/start |
US9234486B2 (en) * | 2013-08-15 | 2016-01-12 | General Electric Company | Method and systems for a leakage passageway of a fuel injector |
FR3028890B1 (en) * | 2014-11-21 | 2019-08-23 | Continental Automotive France | METHOD FOR STARTING A DIRECT INJECTION INTERNAL COMBUSTION ENGINE BY ADAPTING THE INJECTED FUEL QUANTITY |
JP6156397B2 (en) * | 2015-01-14 | 2017-07-05 | トヨタ自動車株式会社 | Internal combustion engine |
DE102015207961B4 (en) * | 2015-04-29 | 2017-05-11 | Mtu Friedrichshafen Gmbh | Method for detecting a continuous injection during operation of an internal combustion engine, injection system for an internal combustion engine and internal combustion engine |
DE102017217113A1 (en) * | 2017-09-26 | 2019-03-28 | Robert Bosch Gmbh | Method for operating an internal combustion engine and electronic control unit for an internal combustion engine |
CA3153667A1 (en) | 2019-10-04 | 2021-04-08 | Husky Injection Molding Systems Ltd. | Stabilized adaptive hydraulic system pressure in an injection molding system |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0860601A2 (en) * | 1997-02-21 | 1998-08-26 | Toyota Jidosha Kabushiki Kaisha | A fuel injection system for an internal combustion engine |
CN1347477A (en) * | 1999-08-19 | 2002-05-01 | 轨道工程有限公司 | Pressure regulation method for fuel injection system |
CN1624317A (en) * | 2003-11-17 | 2005-06-08 | 株式会社电装 | Fuel injection system for an internal combustion engine |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19731201C2 (en) * | 1997-07-21 | 2002-04-11 | Siemens Ag | Method for regulating the fuel pressure in a fuel accumulator |
JPH11148412A (en) * | 1997-11-19 | 1999-06-02 | Nissan Motor Co Ltd | Controller of diesel engine |
DE10160311C2 (en) * | 2001-12-07 | 2003-11-20 | Bosch Gmbh Robert | Method, computer program, control and regulating device for operating an internal combustion engine and internal combustion engine |
EP1406005B1 (en) * | 2002-09-20 | 2006-04-19 | Ford Global Technologies, Inc. | Method and apparatus for monitoring a controllable valve |
DE102004028515B3 (en) * | 2004-06-11 | 2005-11-24 | Siemens Ag | Method and device for monitoring a fuel supply device of an internal combustion engine |
JP4407611B2 (en) * | 2005-10-06 | 2010-02-03 | 株式会社デンソー | Fuel injection control device |
JP4483824B2 (en) * | 2006-04-06 | 2010-06-16 | 株式会社デンソー | Fuel injection control device |
DE102007005685B4 (en) * | 2007-02-05 | 2009-04-23 | Continental Automotive Gmbh | Method for determining a control variable for a pressure control of a high pressure accumulator in an injection system |
-
2007
- 2007-02-05 DE DE102007005685A patent/DE102007005685B4/en active Active
-
2008
- 2008-01-28 WO PCT/EP2008/050976 patent/WO2008095815A1/en active Application Filing
- 2008-01-28 US US12/524,763 patent/US8196564B2/en not_active Expired - Fee Related
- 2008-01-28 CN CN2008800040035A patent/CN101600872B/en active Active
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0860601A2 (en) * | 1997-02-21 | 1998-08-26 | Toyota Jidosha Kabushiki Kaisha | A fuel injection system for an internal combustion engine |
CN1347477A (en) * | 1999-08-19 | 2002-05-01 | 轨道工程有限公司 | Pressure regulation method for fuel injection system |
CN1624317A (en) * | 2003-11-17 | 2005-06-08 | 株式会社电装 | Fuel injection system for an internal combustion engine |
Non-Patent Citations (1)
Title |
---|
JP特开平11-148412A 1999.06.02 |
Also Published As
Publication number | Publication date |
---|---|
DE102007005685A1 (en) | 2008-08-07 |
CN101600872A (en) | 2009-12-09 |
WO2008095815A1 (en) | 2008-08-14 |
DE102007005685B4 (en) | 2009-04-23 |
US20100132668A1 (en) | 2010-06-03 |
US8196564B2 (en) | 2012-06-12 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
CN101600872B (en) | Method for determining a controlled variable for pressure control of a high-pressure accumulator in an injection system | |
CN101087938B (en) | Method and device for supplying internal combustion engines with fuel | |
JP5212501B2 (en) | Fuel injection device | |
CN102076947B (en) | Method for adapting the performance of a fuel prefeed pump of a motor vehicle | |
US7305968B2 (en) | Injection system for an internal-combustion engine | |
CN100451316C (en) | Controller of pressure accumulation fuel system | |
GB2429750A (en) | Compressed gaseous fuel system for an internal combustion engine | |
JP5518723B2 (en) | Control method for fuel injection device of internal combustion engine, computer program for control, and internal combustion engine | |
CN102510942A (en) | Method for controlling and regulating the fuel pressure in the common rail of an internal combustion engine | |
CN102203400B (en) | Method and device for operating injection system for internal combustion engine | |
US7856960B2 (en) | Control method for a direct injection system of the common-rail type provided with a shut-off valve for controlling the flow rate of a high-pressure | |
CN102644519B (en) | Fuel injection system for internal combustion engine | |
CN101896710A (en) | Fuel pressure regulation system | |
CN101617113B (en) | Method for controlling the injection amount for an injector on an internal combustion engine | |
CN104736825A (en) | Method for operating a fuel injection system with a fuel filter heating process, and fuel injection system | |
GB2473278A (en) | Method of controlling rail pressure | |
SE522351C2 (en) | Fuel injection system for an internal combustion engine | |
CN101146995B (en) | Fuel injection device for an internal combusting engine | |
US20100282211A1 (en) | Fuel delivery system | |
EP1359306A3 (en) | Fuel injection system for an internal combustion engine | |
CN101631951B (en) | Method and device for the volume flow control of an injection system | |
US20180355812A1 (en) | Internal combustion engine | |
CN101641510B (en) | Method for controlling an injection system of an internal combustion engine | |
CN111386396A (en) | Control characteristic of an injector of an internal combustion engine | |
JPH11117797A (en) | Control method and device for internal combustion engine |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
C06 | Publication | ||
PB01 | Publication | ||
C10 | Entry into substantive examination | ||
SE01 | Entry into force of request for substantive examination | ||
C14 | Grant of patent or utility model | ||
GR01 | Patent grant | ||
C56 | Change in the name or address of the patentee | ||
CP01 | Change in the name or title of a patent holder |
Address after: Hannover Patentee after: CONTINENTAL AUTOMOTIVE GmbH Address before: Hannover Patentee before: Continental Automotive GmbH |
|
TR01 | Transfer of patent right |
Effective date of registration: 20230412 Address after: Regensburg, Germany Patentee after: WeiPai Technology Co.,Ltd. Address before: Hannover Patentee before: CONTINENTAL AUTOMOTIVE GmbH |
|
TR01 | Transfer of patent right |